Lubricating device for internal-combustion engines.



PATENTED MAY 29, 1906.

ENGINES.

APPLIO'ATION iILED JULY 17:1905

III 'IJ w? MM UNITED STTES PATENT QFFICE.

drones JOHN ALTHAM, or SWANSEA, MAssAcnusn'rTs. LUBRECATiitG BEVEGE FVQR BNTERNALQCQMEUSTEON ENGINES.

To all whom it may concern:

Be it known that I, Gnomes JOHN AIL'rnAM, acitizen of the United States, residing at Swansea, in the county of Bristol and State of Massachusetts, have invented a certain new and useful Lubricating Device for Internal-Combustion Motors, of which the follow ing is a specification.

' My invention relates to means for lubricating the working parts of an internal-combus tion motor. Its principal object is to furnish means whereby the working parts may be supplied with a constant abundant yet eco. nomical supply of lubricant. ject is attained through means whereby the lubricant may, during the operation of the piston, be kept in continuous circulation, if desired, said circulation being brought about by so arrangin the piping, valves, and oilchamber, in 're ation to the crank-chamber of the-motor that the alternate compressions and rarefacticns in said chamber, due to the reciprocatory movements of the piston, are

utilized to keep the lubricant in the oil-reservoir under a pressure that will when permitted force and furnish an abundance of lubricant to and at the working parts and after lubrication cause the lubricant to be redelivered to the oil-reservoir for continuous circulation.

A further object of my invention is to provide means whereby the lubricant is not allowed to collect in the crank-chamber and by being dashed about and carried to combuse tion-chamber to foul the spark-plugs to such an extent as to render ignition by them of explosive mixtures impossible.

The drawing shows my invention when ap plied to an internal-combustion motor, the piston and the inter or of the cylinder appearing in dotted lines, while the crank-chamber and the elements in novel combination therewith are shown in section.

,a crank 5 on the shaft 3 in a crank-chamber 6.

An oil-reservoir A is in communication with and located beneath crank-chamber 6 and in the base of the motor. Leading downward from the crank-chamber 6 is. an inlet B, which opens into the oil-reservoir AL Opposite this inlet B is a threaded opening 0 in e bottom Specification of Letters Patent. i u ion fil d July 17, 1906. emu No. 269,913.

The said 010- Patented May 29,1906.

of the oil-reservoir. A threaded plug D, provided with a'valve-stem guide E, supports a valve F and spiral spring G. By passing this valve and parts through the threaded o ening C and then screwing the plug D into t e opening, as with a wrench engaging anut H, the parts are readily assembled and access to the oil-reservoir is readily gained. Leading away from near the bottom of the oil-reservoirAis a delivery-pipe Lwhich communicates with an openingJ in the cylinder-casing and which is provided with a n'eedle-valveK.

To use my invention, the piston 1 is caused f to reciprocate in the usual manner, and on the downstroke the air in the crank-chamber 6 becomes compressed, forces the valve F open, rushes into and increases the pressure o the air in the oil-reservoir A. U on the upstroke oi the piston the pressure 0 the air in the crank-chamber is reduced .below that in the oil-reservoir, and the valve in the oilreservoir closes against its seat, until it is opened again by the excess of pressure, if any,

the air in the crank-chamber dueito the downstroke of the piston; but as the pressure in the oil-reservoir is now above that of the atmosphere oil in the oil-reservoir begins to flow out throu h the delivery-pipe I, the pressure in'the 0i -reserv0ir becomes reduced. The air in the crankchamber, however, dur

ing each downstroke of the piston becomes higher in pressure than that of the oil-reservoir, and sufiicient air enters the oil-reservoir to make u for displacement of oil and restores the ibst pressure. In short, by these downstrokes the pressure in the oil-reservoir may be kept above that of the atmosphere,

and hence the oil tends to flow away from the oil reservoir through the deliveryipe, which may be led wherever desired. hould the amount of oil delivered be too much or too little, it can be easily regulatedfor example, by the needle-valve K.

Where the oil is to be used over and over again, it may be delivered to some of the working parts-sa the piston 1 and the cylinder 2- and all oi escaping from these parts be caused to flow to the bottom of the crankchamber 6 and upon the o ening of the valve F allowed to flow throug the inlet B into the oil-reservoir A under pressure. and again caused to circulate inthe way already pointed out.

While I have shown meahs for obtaining a contmuous circulation of lubricant, it is to be a connecting-rod and crank in said crank-- understood that the oil may be .delivered to the workin parts intermittently, if desired. Further, oi may be supplied to the working parts only in such quantities as will be entirely used u by friction, and hence no means for leading oil back to the oil-reservoir will be required. In such an event the oil is introduced to the oil-reservoir only through an outside inlet, and never through that leading from the crank-chamber to the oil-reservoir; but in each and every case, obviously, the oil in the oil-chamber is during the operation of the motor under a pressure above that of the atmosphere and is ready to flow to the point desired the moment it is permitted so to do, In fine, by locating the oil-reservoir below the crank -.chamber lubricant flows away from the crank-chamber and there is no objectionable collection of lubricant therein, and by providing the reservoir with an air-cushion for the lubricant that has passed through the valve into the reservoir the body of lubricant therein is under a pressure sub stantially uniform as distinguished from an intermittent and variable pressure, as is the case where there is no such air-cushion.

I wish to be clearly understood as not limiting myself to. the particular apparatus shown, for the features of my invention may be embodied in many different forms without departingfromi ts spirit. Desiring, therefore, to claim my invention in the broadest manner legally possible,

. What I claim is 1. In an internal-combustion motor, a reciprocating piston; a crank-chamber; an oilreservoir located lower than the crank-chamber; means whereby the crank-chamber and the oil-reservoir are in communication; and a valve controlling the communication between j the crank-chamber and the oil-reservoir, the movements of said valve being controlled by the compression and rarefaction of the atmosphere 1n the crank-chamber.

2. In a motor, a crank-chamber; a piston;

chamber; an oil-reservoir located. in the base of the motor and below the cranlechamber; an inlet leading from the piston chamber into the oil-reseryoir; a valve located in the oil reservoir to control the opening and elosing of the inlet, said valve being controlled by the compression and rarefaction qfthe at ervoir are in communication; a valve controlling the said communication; said valve and said oil-reservoir being so designed that there is an air-space in said reservoir to form a cushion for the lubricant in said reservoir, the said valve being controlled by alternate compressions and rarefactions of the atmosphere in the crank-chamber, by the reciprocating piston; and a delivery-pipe leading from said oil-reservoir; all designed to sub ject and deliver the lubricant whenever and wherever desired at a substantially uniform pressure.

4. In a motor, a reciprocating piston; a crank-chamber an oil-reservoir located lower than the crank-chamber; an inlet leading from the crank-charnber downward into the oil-reservoir; a valve controlling said inlet whereby when the said valve is opened, any lubricant in the crank-chamber may fiow past said valve and be caught in the oilreservoir, there being air between the surface of said liquid and said valve; said valve being controlled by the compression and rarefaction of the atmosphere in the crank-chamber by the reci rocating piston; and theatmosphere in tiie oil-reservoir forming an aircushion, whereby a substantially uniform pressure 1s exerted upon the lubricant in the oil-reservoir; and a delivery-pi e whereby the lubricant can be delivered whenever and wherever desired at a uniform pressure.

5. In a motor, a crank-chamber; an oilreservoir; an inlet connecting the former with. the latter; a threaded opening in the wall of the oil-reservoir, and opposite to the inlet; a threaded lug to close the threaded opening; and a va ve operatively mounted upon the plug to open and close the inlet between the crank-chamber and the oil-reservoir; all designed to render the assemblage of 'the parts, and access to the oil-chamber, easy.

In testimony whereof I affix my signature in presence of two witnesses.

GEORGE JOHN ALTHAM.

Witnesses:

PHILIP E. TRIPP, MARY R. HOLT. 

